Electric locomotive



8 N O S I D E A T ELEGTRIO LOCOMOTIVE.

Patented Mar. 14, 1893.

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ELEGTRIG LOGOMOTIVE. No. 493,425. Patented Mar. 14, 1893.

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ELECTRIC LOGOMOTIVE.

No. 493,425. Patented Mar. 14, 1893.

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No. 493,425. Patented Mar. 14, 1893.

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ELECTRIC LOOOMOTIVE.

No. 493,425. Patented Mar. 14, 1893.

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T. A. EDISON.

ELECTRIC LOGOMOTIVE.

No. 493,425. Patented Mar. 14, 1893.

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THOMAS A. EDISON, OF LLEWELLYN PARK, NEW JERSEY.

ELECTRIC LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 493,425, dated March14, 1893.

Application filed January 19, 1891. Serial No. 378,258. (No model.)

To all whom it may concern:

Be it known that I, THOMAS A. EDISON, a citizen of the United States,residing at Llewellyn Park, county of Essex, and State of New Jersey,have invented a certain new and useful Improvement inElectrically-PropelledVehicles and Means for Controlling the Same, (CaseNo. 904,) of which the following is a specification.

The present invention relates to electrically propelled cars orvehicles, and especially to the motor and means for connecting it to thecar axles; and to switching and controlling apparatus for the motor andmagnetic pulleys and clutches as hereinafter set forth.

Theinvention consists, first, in an improved construction of propellingmotor; second, in the magnetic power transmitting mechanism between saidmotor and the car axles; third, in the improved switch for throwingresistance into or out of the car circuits; fourth, in a certainarrangement of circuits on the car embracing the propelling motor,magnetic pulleys and clutches; and the invention consists finally incertain other combinations and devices to be hereinafter set forth.

In the accompanying drawings which illustrate the invention, Figure 1 isa side view of a car partially in section. Fig. 2 is a central sectionof the motor which I prefer to use on the car. Fig. 3 is plan view ofsaid motor. Fig. 4 is a cross section on the line 4-4 of Fig. 3. Fig. atis an end view of the motor with a protecting shield partiallysurrounding the magnetic pulley. Fig. 5 is a central section of myswitch on line 55 of Fig. 7. Fig. 6 is a plan of the box or casing inwhich the switch in mounted. Fig. 7 is a plan of the switch in thecasing with the top of the casing removed. Fig. 8 is a section of theresistance box carrying the resistance which is placed in the fieldmagnet circuit of the motor. Fig. 9 is a view of the same at rightangles to Fig. 8. Fig. 10 is an elevation of the resistances which I usefor controlling the magnetic clutches. Fig. 11 is a plan view thereof.Fig. 12 is a section of one of the rods on which the resistances arewound. Fig. 13 is a diagram illustrating the connection between theseveral resistance coils. Fig. 14 is a diagram illustrating the entirearrangement of circuits on the car; and Fig. 15 is a diagram showing adifferent arrangement of the armature circuit connections from thatshown in Fig. 14. Fig. 16 is a viewof the motor at right angles to Fig.3 with the pulley shields in place. Fig. 17 shows one form of magneticbelt which may be used; and Fig. 18 shows one form of magnetic pulleyand clutch.

The current for propelling the car may be taken from any suitableconductor, shown in this case as an overhead conductor 1,against which atrolley 2 bears. The motorS is preferably supported on the car truckmidway between two axles thereof. The motor is preferably constructedsubstantially as shown on Sheet 2.

4, 4 are end plates serving as yokes to connect the pole pieces 5, ofwhich there are four arranged to surround the armature as clearly shown.Said armature consists of a hub 6 on the shaft 7, an insulating web 8composed of several insulating rings placed on the hub and boltedtogether, the core 9, preferably consisting of oxidized iron wire, andan armature coil 10 wound on said core and connected by means of wires11 to the commutator plates 12, against which the commutator brushes l3bear in the ordinary manner. These commutator brushes are supportedbetween the pole pieces and armature and the inner face of plate 4, andare insulated from said plate. By being thus supported they are inclosedand protected from mechanical injury. The axis or shaft of the armatureis extended in both directions, as indicated at 14., 14, and on each endof said shaft is placed a magnetic pulley 15, 15 consisting of an ironcylinder having one or more grooves 16 around it, in which grooves arewound magnetizing coils.

17,18 are metal rings insulated from the shaft by a bushing 19. One ofsaid rings is connected to one end of the magnetizing coil of thepulley, and the other ring is connected to the opposite end thereof.When in use, a

brush 19 connected with the supply circuit rests in the groove in eachof these rings.

In Fig. 4: an iron or steel plate 4 bent into U shape, is shown boltedto the end plate or yoke l and surrounding the magnetic pulley 15 onthree sides, the fourth side being left wholly or partially open forpassage of the belt. The shield at the opposite end of the motor shaftwould be reversed in position to accommodate the second belt whichextends to an axle on the opposite side of the motor. This arrangementis shown in Fig. 16.

As shown in Figs. 1 and 16, a plate 4 is placed over the outer end ofthe shield. Said plate is securedto the shield by bolts in the samemanner as the shield is secured to the yoke of the motor (see Fig. 4).The plates 4 at each end of the motor are then bolted to the side beamsB of the truck and thus support the motor.

At some convenient point on the car, preferably under the body as shownin Fig. 1, is placed a box or case containing resistances which are usedin regulating the car motor. This case and resistance device arepreferably constructed, as illustrated on Sheet 5.

Inone or moresidesof the boxareopenings21, covering which are brass wireor other screens 22 for the purpose of admitting air to the resistancecoils, keeping them thoroughly cool and at the same time protecting themfrom mechanical injury. The wires 23 constituting the resistance coilsare wound on several rods 23' of wood or other material, over each ofwhich is placed a covering 24 of asbestus. See Fig. 8. Through thecenter of the box is a passage 25, through which the conductors may becarried. The ends of the box are preferably double, as shown in Fig. 9,the ends 26 supporting the rods 23', and the ends 27 having an opening28 through which the cable is carried to the switches 29, 29' at eitherend of the car.

The switches just referred to are constructed as shown in Sheets 1, 3and 4 of the drawlugs.

30 is a sheet metal stand resting on the platform of the car. l/Vithinsaid stand or case is the clutch resistance 31, the end of the cable 32extending to the resistance box 20 and the switch contacts. On aninsulating plate 33 within the stand or within a chamber in the top orcover of the stand the several contacts are secured.

It will be seen that in the resistance box 20 there are forty resistancecoils. On the plate 33 there is an equal number of contacts 34, and eachof these contacts is connected by a separate wire in' the cable 32 toone of said coils. The first of these contacts 34 is quite long, as seenin Fig. 7, so that the arm 38 will not pass from said first contact ontothe second contact until arm 39 has passed from 35 over 35 for thepurpose hereinafter indicated. In the clutch resistance shown on Sheet 6there are five resistance coils, and 011 the switch there is an equalnumber of contact plates 35, 35 35 35 35 The connection between theseveral coils is shown in Fig. 13. It will be seen from Fig. 5 that thecontacts 35 &c. are on a higher plane than the contacts 34.

36 is a shank or pin rigidly secured to the insulating plate or block37, which carries the switch arm 38 on its lower side, the two ends ofwhich arm are adapted to bear on the con tacts 34 and on the ringterminal 34, and the switch-arm 39 on its upper side, the two ends ofthis arm being adapted to make contact with the plates 35 85c. and theopposite plate 35.

40 is a handle which may be placed on the pin 36 for the purpose ofturning the pin and the switch-arms. This handle is provided with lugs41, 42 which fit corresponding slots in the top of the case, so that thehandle must be inserted in the position shown in Fig. 6. In operatingthe switch, the handle is moved in the direction indicated by the arrowin Fig. 6, and thereby the speed of the car is regulated in accordancewith the position of the handle as indicated by the words Slow Fast &c.on the cover. To speed down the car, the handle is moved in the reversedirection back to its original position.

The resistance 31 heretofore referred to as the clutch resistance isshown in detail on Sheet 6. On several rods 43, covered with as bestusor other heat resisting material 44, the resistance coils are wound, andare connected to the terminals 35, 35 &c. in the mannerin dicated inFig. 13. When the switch-arm 39 is on the first contact 35', theopposite end be: ing on the contact plate 35 which is connected to theclutch circuit, none of the resistance 31 is in circuit; when the switchis turned bringing 39 onto 35 the first section of the resistance isbrought into the circuit; as the arm is moved still farther onto 35, thefirst two coils are brought into circuit; and so on for the othercontacts and coils. It-may be here stated that the resistances justdescribed are thrown intov or out of a circuit shunting the magneticclutches, whereby the clutches are made to transmit more or less of thepower from the motor to the car axles as hereinafter set forth. 45, 46are end plates between which the rods carrying the resistance coils aresupported.

On the two magnetic power transmitting mechanisms shown as axles 47 ofthe car I mount two magnetic clutches 48 and two magnetic pulleys 49,one clutch and pulley on the front axle 47 at one end, and one clutchand pulley'on the rear axle at the opposite end (see Fig. 14), themagnetic pulleys 49 being in line with the two magnetic pulleys 15, 15'on the armature shaft and said pulleys being connected by magnetic belts50. These may be plain steel bands, or the belt may consist of steelbands 50 on which are riveted crossbars 50" of soft iron. The magneticpulleys 49 are constructed like the pulley 15 already described. Theclutches 48 each consist of two plates facing each other, mounted on theaxle 47, the plate 48 being rigidly secured to its axle, and the part 48being loose on said axle but forming a part of the magnetic pulley 49 orbeing rigidly connected therewith, as set forth in my application SerialNo. 374,760, filed December 15, 1890. The pulley mechanism I mean amechanism which when suitably magnetized by a current, or when put inproper working condition, serves to transmit power from the motor to thecar axle, but when not magnetized or in such condition slips and failsto transmit the power. In the form of apparatus described the magneticclutch and the pulley connected to one member of the clutch constitutethis transmitting mechanism.

In Fig. 14,51,51 are switches for closing the circuit in one directionor the other through the motor armature 10. These switches arepreferably so arranged as to be closed by the handle heretoforedescribed and to be positively opened by removal of said handle, butthey may be separately operated switches adjacent to those operated byhandle 40. In either case the arrangement is such that the circuitthrough the armature cannot be reversed without opening the switch atone end of the car and closing a corresponding switch at the oppositeend of the car. This renders it impossible for an operator to reversethe current through the motor before it has had time to slow down.

In the diagram Fig. 14 the several parts are designated by the samenumerals as in the other figures so far as possible. For simplicity onlya few resistance coils 23, anda corresponding number of contacts 34, areshown in said figure, and instead of the contacts 35, 34

of Fig. 7, the wires to which the said contact plates are connected inpractice are'shown in the diagram connected directly to the switcharms.

2, Fig. 14, is the wire leading from the trolleyto the car circuits. Atthe point 52 the current divides into three branches, one branch 53extending through the field magnet of the motor 3 by wire 54 toswitch-arm 38 through said arm to the first contact 34 by wire 55 to thefirst contact 34 at the opposite switch to the arm 38 to wire 56 and toground through the car wheels or otherwise. The second branch 57 leadsto the switch 51 shown closed, thence to wire 58, through the armature10 of the car motor, to the opposite side of switch 51, to wire 59, towire 60, through the magnetizing coils of the two clutches 48, thence bywire 61, through the magnetizing coils of the magnetic pulleys 15,15 and49, and thence to earth, the armature, the clutch coils and the magneticpulley coils thus being in series. The third branch 62 leads to theswitch 51 shown open; at the point 63 the line 59 branches to theswitch-arm 39 (or plate 35) thence to the contact 35',thence by wire 64to the corresponding contact 35 at the opposite switch, arm 39,wire 65,to wire 61 between the clutches 48 and the magnetic pulleys. This branchas just traced constitutes a circuit of low resistance, that is, a shortcircuit around the magnetic clutches.

66 are wires leading from the contacts 34 of one switch to thecorresponding contacts of the opposite switch and connected to theseveral resistance coils 23 in the manner indicated in Fig. 14.

In Fig. 15 is illustrated an arrangement in which the motor armaturecircuit is controlled simultaneously with the field magnet and clutchresistances. The terminals of the armature circuit are connected at theright switch to conductors 58', 58", which are adj acent to conductors58', 58, the latter conductors being connected to wires 57 and 59, 62and 64 respectively. At the left switch the armature is connected toconductors 58, 58", but said conductors are transposed. The switch-arms38 each carry two conducting springs or blocks 38" adapted to connectthe conductors 58, 58" the. in pairs as shown. The blocks 38 arenormally just out of contact with 58, 58' &c., but when the switchhandle 40 (Fig. 5) is inserted and turned slightly the armature circuitis closed. If the handle is inserted at one switch-the armature circuitis closed in one direction, and if the handle is inserted at the otherswitch the circuit is closed in the opposite direction. Since the handlecannot be removed without turning it back to its initial position, thearmature circuit will necessarily be opened by the act of taking out thehandle.

The apparatus and circuits havingth us been described, the method ofoperating the car will now be set forth. \Vhen the car is on the trackand in operation, the motor circuit is continuously closed and thearmature is continuously rotating. Suppose the switch apparatus to be inthe position indicated by the diagram; the circuit through the motorwould be complete but the car would be stationary owing to the completeshort circuit around the magnetizing coils of the clutches 48 throughwhich motion is transmitted from the armature shaft to the car axles.Vhen it is desired to start the car, the switch is turned (by means ofhandle 40) carrying the arm 39 over the contacts 35 35 850., therebygradually energizing the magnetic powertransmitting mechanism andstarting the car. As the arm 39 moves over said contacts, the arm 38moves over the first contact 34 without varying the amount of resistancein the field magnet circuit. As the switcharm 39 passes from the lastcontact 35 the switch-arm 38 passes onto the second contact 34, therebythrowing the first resistance coil 23 into the field magnet circuit. Assaid arm is moved along to the next contact, the second resistance coilis thrown into the field magnet circuit, and so on successively for allthe coils, thereby gradually weakening the strength of the field magnetand increasing the speed of the motor armature. To slow down the car,the movement of the switch-arms 38, 39 would be reversed as heretoforestated.

In practice I prefer to have the armature revolve at a speed sufficientto propel the car about four miles an hour when the clutch is completelymagnetized and when none of the resistance coils are in the field magnetcircuit. To regulate the speed below four miles an hour, the clutch isallowed to slip more or less by adjusting the resistance in the clutchshunt circuit. To regulate the speed above four miles an hour, theresistance of the field magnet circuit is adjusted as above described.

Having thus described the invention, what I claim is 1. The combination,in an electrically propelled vehicle, of a motor, pulleys on the motorshaft, magnetic pulleys on two of the vehicle axles, magnetic beltsbetween said motor shaft and pulleys on the axles, and magnetic clutchesbetween the axles and the magnetic pulleys, substantially as described.

2. The combination of a vehicle, a motor, a shaft for the motor havingone or more pulleys, a shield for each of said pulleys and a connectionbetween the shield and the vehicle for supporting the motor,substantially as described.-

3. The combination, in a switch, of a plate or block and means forturning it, said plate carrying two switch-arms at an angle to eachother and in different planes, one of said arms co-operating with oneseries of contacts, and the other of said arms co-operating with asecond series of contacts, substantially as described.

4. The combination of a vehicle, a motor for propelling it, a switch ateach end of the vehicle for controlling the speed thereof, a switch atone end of the vehicle for closing the circuit through the motor in onedirection only, and a switch at the opposite end of the vehicle forclosing the circuit through the motor in the opposite direction only,substantially as described.

5. The combination of a vehicle, a motor for propelling it, a switch ateach end of the vehicle for controlling the speed thereof, a switch atone end of the vehicle for closing the circuit through the motor in onedirection only, and a switch at the opposite end of the vehicle forclosing the circuit through the motor in the opposite direction only,and means for operating either of said switches at will, substantiallyas described.

6. The combination of a magnetic clutch, a coil for magnetizing thesame, a shunt around said coil, independent of the motor circuit and aswitch for controlling the shunt, whereby the condition of the shunt canbe Varied without affecting the speed of the motor, substantially asdescribed.

7. The combination with a vehicle and a motor for propelling it, of amagnetic clutch between the motor shaft and an axle of the vehicle, ashunt around said magnetic clutch, independent of the motor branch, anda switch for varying the resistance in said shunt, substantially asdescribed.

8. The combination of a motor, a magnetic clutch, a shunt around theclutch, a resistance, a switch having two switch-arms or devices,contacts for each of the arms, one of the arms serving to throwresistance into or out of said shunt circuit, thereby varying the speedof the driven shaft without varying the speed of the motor, the otherswitch-arm serving to regulate the speed of the motor after all of saidresistance has been successively thrown into the shunt circuit,substantially as described.

9. The combination of a vehicle, a motor forpropelling it, switchescomprising circuit contacts and co-operating switch arms on oppositeends of the vehicle, a regulating resistance for the motor supported onthe vehicle, connections from said resistance to the two switches, andmeans for throwing said resistance into or out of the motor circuit,substantially as described.

10. The combination of a vehicle, a propel ing motor in which the fieldmagnet and armature are in multiple arc, a single resistance boxsupported on the vehicle and connected to switches at both ends of thevehicle, and means at said switches for throwing said resistance into orout of the field magnet circuit, substantially as described.

11. The combination of the box or case having double ends, the rodssupported between the inner walls of the ends, the resistance coils onsaid rods, and a passage through the resistance device for theconductors, substantially as described.

12. The combination, in a resistance device, of an inclosing case,insulated rods in said case supported between plates as described, coilson said rods, and a passage through the resistance device for theconductors, substantially as described.

This specification signed and witnessed this 20th day of December, 1890.

THO S. A. EDISON.

Witnesses:

CHARLES M. OATLIN, RIoHD. N. DYER.

